Duplex air-brake system.



W. V. TURNER.

DUPLEX AIR BRAKE SYSTEM.

APPLIOATION 4FILED NOV. 3. 1906.

Patented July 26, 1910.

2 SHEETS-SHEET 1.

Atty

W. V. TURNER. Y

DUPLEX AIR BRAKE SYSTEM.

APPLIGATION FILED Noms, 190e.

. 965,612, Patented July 26,1910.

QSHEETS-SHEBT 2.

INVENTQR i' Aw)- WALTER V. TURNER, 0F EDGEWOOD, PENNSYLVANIA, ASSIGNOB T0 'TI-IE WESTING- HOUSE AIB. BRAKE COMPANY, 0F PITTSBURG, PENNSYLVANIA, A CORPORATION 0F PENNSYLVANIA.

DUPLEX AIR-BRAKE SYSTEM.

Specification of Letters Patent. Ptagntd July 26, 1910, Application ilel November 3, 1906. Serial No. 341,878. y

To all whom it may concern:

Be it known that l, WALTER V. TURNER, a

citizen of the United States, residing at' Edgewood, in the county of Allegheny and State of Pennsylvania, have invented new and useful improvements 4in Duplex Air Brake Systems, of which the following is a specification.

This invention relates iii general to fluid pressure brakes, and more particularly to that type of apparatus usually operated by compressed air, and adapted yfor use on electric cars or\other vehicles.

The principal object of my present invention is to )rovide an improved double brake system,wvhich may be operated in ordinary service applications by the direct supply and release of compressed air to and from the brake cylinder, while in case of emergencies or of the cars of the train pulling apart the brake may be automatically applied with greater pressure than in service applications.

One feature of my invention comprises two brake cylinders,'or a double brake cylinder, with a manually controlled device for governing the direct supply and release of air to and from one of the brake cylinders, and an automatically operating mechanism for supplying air to the other, or to both of said brake cylinders in case of emergency.

Tanother feature of my invention comprises an improved form of electric application valve device for controlling the direct- .supply of air to the first or small brake cylinder.

Another feature of my invention comprises a speed controlled blow-down valve device for the second on large brake cylinder. And still another feature comprises an iniproved electrically operated valve device for controlling the supply o f air to the second or large brake cylinder lin emergency applications.

ln the accompanying drawings; Figure 1 is a diagrammatic View in elevation illustra ing a car brake equipment embodying one form of myfiinprovements; Fig. 2 a View on a larger scale, the double brake cylinder and the valve devicesbeing shown in sec` tion; Fig. 3 a diagram similar to lFig. 1, but illustrating an electrically controlled einergency valve device as a modification; and lFig. t a sectional view of the parts as embodiedin the modified structure.

According to the constructiongshown in lFigs. 1 and 2, the car brake equipment comprises a reservoir 5, which may be charged with air under pressure in any suitable manner. rlwo brake cylinders aie rovided, one small for ordinary service app ications, and the other preferably vrlarger forl emergency applications, and while these brake cylinders may be connected up in any desired manner l prefer to employ that 'type of compound brake cylinder in which the small cylinder 35 is carried on the large piston 33 within lthe large cylinder 14 and contains the small piston'34 acting against the brake cylinder spring 36 and the rod 40. The large piston head 33 is provided with a circular rib or projection 38, which engages an annular gasket mounted in the large cylinder head and normally preserves a tight joint surrounding the port 37, which leads through the head into the small cylinder and registers with the inlet pipe connection 12 for supplying'air in service applications.

. Any suitable or preferred form of iiianuv tromagnet 9, and an electric release valve` casing 8, with its electromagnet 10, the Wires and circuits for all of said magnets on all the cars being extended throughl the train i to a switch at the forward end of the head car or any other convenient location foroperation by the motorman in charge, as will readily be understood.

. A supply pipe 1 1 leads from the reservoir 5,

or source of air pressure, to the electric application valve device, which comprises a main valve 20 operated by a piston 21 mounted in chamber 2li and controlling a port opening from supply pipe 11 to pipe 12 leading to the primary brake cylinder. Thepiston 21 is normally balanced as to fluid pressure by leakage of air around or through the piston to chamber 24C, the valve being normally seated by a spring 23 and the additionalv area exposed to fluid pressure on the back of the piston. A port 25 leads from the piston chamber 24 to the, regulatng valve 27 which controls the release of air from said iston chamber to the youtlet port 26, whic may communicate with the brakev cylinder pipe 12, or elsewhere. The electric release valve body 8 may, for,

convenience, be mounted on the main valve a service application of thebrakes, the small auxiliary valve 27 is pushed from its seat,

` thereby releasing air from piston chamber 24, whereupon'the greater pressure acting on the opposite side of -piston 21 raisesthe valve and opens the-supply port to ipe 12 land the primary brake cylinder. glen the switch is turned to break the circuit of the-magnet 9 the valve 27 closes and the e, down, or released, by 'energizing the magnet pressure quickly l'equalizes upon. opposite sides ofpiston 2,1-, whereupon the spring acts tov move the` valve 2O to its seat and close the suppl port. By the'use of a small aux-n iliary va ve for governing the pressure on the piston actuating the main valve a smaller magnet maybe employed to control the device while at thesame time a large portl maybe quickly 'opened ,for supplying air to the brake cylinder in suliicient volume tocharge the same with the desired rapidity. The brake cylinder pressure may be graded H y10 and operatingfthe releasevalve 28 in the usual way, as W111 be readily understood.

' purpose of givinga greater braking power In order to roperate the brakesin einer encies, either automatically :by the'vpul ing apart of the cars in the train or manually by the'motorman or conductor from any oint in the train, an emergency valve device 1s provided for supplyingQair to two brake cylinders or to a single larger brake cylinder than is used in service applications for the m case of emergency. As' shown 1n Figs. 1 and 2,this emergency valve device c0m prises a standard quick action triple valve.

15 of the Westinghouse type, connected-'1n the usual manner to the automatic train lin`e 'pipe 16, which extends through the train,

end -through which the wave of reduction 1n air pressure necessary Vfor operating the brakes in emergency may l automatically by a break-in-two `of the train,

-or by the opening of a brake valve or conductors valve at any Ioint in -the train line.

The. valve chamber 'o the tri le valve. com-i -municates by pipefll with t e reservoir 5 and the brakecylinder port 32 leads tothe `large brake .cylmder 14.' "In order to prevent' an excessive braking pressure in the large cylinder', andto provide-for controlling the pressure therein accordingtto the speed of the vehicle, a blow-down valve devlce 17 may be connected to said brake cylinder andA governed by an electro-magnet 18, the supply of current to which is furnished'by an electric generator 19 driven by the axle or momentum ofthe vehicle. The valve 30 controls the blow-down of the brake cylinder 4 ressure to the atmosphere through the outlet port 31 and is normally held to its seat by means of a spring 39 of the desired tension.

When the brakes are being operated in ordinary service by the direct manually controlled device, air is supplied through pipe through port 32 to the large brake cylinder 14, the large piston 33 is forcedvout carrying with it the small cylinder and piston 34, thereby giving increased braking power. If the pressure in the large brake cylinder rises above the tension of the spring 39 of the blow-oit valve, this will open and dischar e the excess pressure to the atmosphere providedv the speed of the vehicle is below a certain rate. If, however, the train is movin at high speed, the electric current supplied from the generator 19 to the magnet 18 operates to assist the spring to hold the valve 30 closed, thereby retaining a higher pressure in ,the'fbrake cylinder. It .will be seen that the force exerted by the magnet 18 towar'd holding the valve 30 closed varies according to the speed, so that a high pressure may be retained 1n the 'brake cylinder in emergency applications at high speed and `correspondingly lower pressures as the speed diminishes. t will be obvious that any other form of hi h speed reducino` valve device may be Vemp oyed, if preferre n A; As a modification of the emergency valve ,device for supplying air to the large brake cylinder, I have shown in Figs. 3 and 4 a mechanism, 15', comprising a main valve 41 in chamber 43, 'communicating by pipe 13 with the'reservoir, and-operated by piston v42 for controlling theport or pipe 32 leading' to -0 the emergency -brake cylinder. A

-spring 45 normally-holds the valve closed when the pressure equalizes in chamber 44 the outlet from which is` governed by small regulating valve47, operated by diaphragm 49. in chamber 46, which is subject to the emergency brake cylinder pressure throu h port 48. The regulatin valve 47 is aso operated by the solenoi or electromagnet 50, the coil of which is connected in circuit with Awires 53 and 54 running through the car' or through the train and constantly supplied with current from any convenient source, such as a storage battery 5 5. An-

eeaeia l a other solenoid or electromagnet 51 also actsv on the diaphragm stem and regulating valve 47, as does also the adjustable spring 52. 'Ihe coll of magnet 51 is connected in circuit with the speed controlled generator 19, and

consequently the force which this magnet exerts toward overcoming the spring 52 and holding the regulating valve closed varies according to the speed of the car. rlhe strength or opposing force exerted by constantly energized magnet 50 is designed to normallybalance the force of the spring 52, so that the regulating valve 47 and the emergency valve 41 normally remain closed during all service operations of the brakes by means of the directly controlled application valve mechanism.-

Whenever the cars of the train are accidentally pulled apart, or, if for any other reason, the circuit 53-54 is broken, as by opening the conductors emergency switch 56,

4the force exerted by magnet 50 ceases and the spring 52 operates instantly to open the regulating valve 47, thereby releasing pressure from chamber 44, whereupon the piston 42 moves the slide valve 41 to open the port 32 and ,supply air to the larger or emergency brake cylinder. When the pressure in the large brake cylinder, and consequently in diaphragm chamber 46 increases to a pre determined point for which the spring 52 is adjusted, the diaphragm willmove down and allow the regulating valve to close, thereby preventing the admission of an excessive pressure to the emergency brake cylinder when the car is running at a low speed. If, however, the speed is high, the additional force or pull of the magnet 51 will be exerted on the diaphragm 49 to a greater or less extent, thereby permitting the valve l47 to `remain open and admit a higher degree of pressure to the emergency brake cylinder. It will now be apparent that by this means the degree of pressure admitted to the large bra-lie cylinder in emergency applications will be controlled according to the speed ofthe car, a greater pressure being applied at high speeds, while at or below a certain rate of speed the brake cylinder pressure will be limited to a predetermined lower degree. When a high degree of' pressure has been admitted to the large brake-cylinder by ,the valve 41 1n emergency application it will be gradually blown down to the desired amount by means of discharge valve 30, as the speed diminishes, as before described.

The service operation of tliebrakes may be the same as previously described with reference to Figs. 1 and 2, and, if desired, a regulator or reducing valve 57 maybe employed in the supply pipe 11 for limiting the maximum degree of ressure sup lied to the service brake cylin er to a vpre etermined amount.

I-Iaving now described my invention, what' vice for supplying fluid to a larger brake cylindercapacity 1n emergency applications.

2. In a fluid pressure brake, the combination with a brake cylinder, and a manually controlled valve mechanism for supplying fluid directly to the brake cylinder in service applications, of a greater effective brake cylinder area for emergency applications, and an emergency valve device adapted to automatically supply fluid to the greater brake cylinder area.

3. In a fluid pressure brake, the combination with a brake cylinder, and a manually` controlled valve mechanism for supplying fluid directly to the brake cylinder in service applications, of a larger brake cylinder, and an emergency valve device automatically operative to supply fluid to said larger brake cylinder in emergency applications. i

4. In a fluid pressure brake, the combination with a brake cylinder, of an electric application valve device for controlling the supply of fluid directly to said brake cylinder in service applications, a greater effective brake cylinder area for emergency applications, and an emergency valve device adapted to automatically supply fluid to said greater brake cylinder area.

5. In a fluid pressure brake, the combination with a brake cylinder, and a manually controlled valve mechanism for supplying fluid to said brake cylinder inservice applications, of a greater effective brake cylinder area for emergency applications, an emergency valve device adapted tov automatically supply fluid to said greater brake cylinder area, and a speed controlled valve means for governing the pressure in the greater brake cylinder.

6.' In a fluid pressure brake, the combination with a brake cylinder, of' an electric applicat-ion'valve device comprising a'mai'n valve for controlling the supply of liuid d1- rectly to the brake cylinder, a piston for operating said valve, subject on one side to fluid under pressure and having means for permitting equalization of fluid pressures on opposite sides thereof, and a magnetically operated valve means for varying the pressure on one side of said piston.

7. In a fluid pressure brake, the combination with a brake cylinder, of an electric application valve device comprising amain valve for controlling the supply of fluid d1- rectly to the brake cylinder, a piston for operatinF said valve, `subject on o-ne side to fluid under pressure and having means for permitting equalization of u-id pressuresl on A opposite sides thereof, .an auxiliary valve the brake cylinder pressure also o erating on .said lauxiliary valve.

y 9. emergency valve device for fluidA 'pressure brakes comprising amain valve lor con-,trolling the supply of lluid to a brake cylinder, a piston for operating said valve, an auxiliary valve for governing the pressure on said piston, a diaphragm subject to Athe brake cylinder pressure for operating said auxiliaryvalve, and a speed controlled device .also acting on said auxiliary valve. v

1-0. Anemergency valve device for fluid pressure brakes, comprising aivalve for controlling `.the supply of Huid to a brake cylinder, an electromagnet located in -a normally energized circuit for controlling `the operation of sa-id valve, and another electrolmagnet, the current to which is regulated' according to the speed of the car, for also governing the operation of said valve.`

11. In a fluid pressure brake, the combination with a service brake cylinder, a reservoir .or source o'f ilu-id under pressure, and

a manually controlled valve-mechanism for e cy der, of an emergency brake cylan automatic valve device for emergency brake cylinder in emergency ap.' pl'ications. v g

subject to supplyin Huid from said reservoir to said' v4bra inder, an lsupplying fluid from said reservoir to the "12. In a pressure brake, lthe combination with a brake cylinder, and a source of fluid pressure, of an electric application valve device, comprising a main valve con` trolling communication from said source of supply to the brake cylinder, a piston subject on one side to the pressure from said source of supply for operating the main valve, and a magneticallyoperatedvalve for controlling the release of pressure from the chamber on the opposite side of said piston.

13.A In a luid pressure brake, the combination with a brake cylinder, and a source of fluid pressure, of 'an electric application -valve device comprising a main valve, controlling communication from said source of Supply to the brake cylinder,` a piston sub1 fject on one side -to the pressure from said source of supply for o rating the main valve, meansfor permitting a restricted ovv` of pressure from said source to the chamber on the opposite side ofthe piston, an auxiliary valve for controlling the release of pressure from said chamber, and an electromagnet for operating said auxiliary valve.

14. In/a fluid pressure brake, the combination with a'brake cylinder, and a manually controlled valve mechanisnrior supplying fluid .directly to the brake cylinder 1n service applications, of an emergency valve device for supplying fluid to the brake cylinder in emergency applications,

von

and means for varying the brake cylinder capacity in emergency applications, to augment the braking power.

f In testimony whereof I have hereunto set my hand. I y

' WALTER v. TURNER. 

